Combined odometer and speedometer



Oct. 6 1925- J. K. OLSEN COMBINED ODOMETER AND SPEEDOMETER Filed July l2, 1922 2 Sheets-Sheet l /wf/fw,

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Patented Oct. 6, 1925.

UNITED STATES PATENT OFFICE.

JOHN X. OLSEN, 0F CHICAGO, ILLINOIS, ASSIGNOB TO STEWART-WARNER SPEEDOM- ETEB CORPORATION, 0F CHICAGO, ILLINOIS, A CORPORATION OF VIRGINIA.

COIBINED ODOMETER AN D SPEEDOMETER.

Application ma July 12, 1922. serial No. 514,523.

To all whom z't may concern.'

Be it known that I JOHN K, OLsEN, a citizen of the United Sltates, residing in the city of Chicago, in the county of Cook and the State of Illinois, have invented certain new and useful Improvements in Combined Odometers and speedometers, of which the following is a specification, reference being had to the accompanying drawings, forming a part thereof.

The purpose of this invention is to provide a more economical construction than heretofore commonly employed for combining in one casing and drlving from one and the same inleading shaft, a speedometer and an odometer mechanism. It consists in the elements and features of construction shown and described, as indicated in the claim.

In the drawings Figure 1 is a front elevation or face view of a combined instrument embodying this invention with the face plate removed.

Figure 2 is a section at the line, 2-2, on Figure l, axial with respect to the in-leadin wer shaft.

lgure 3 is a fore-and-aft section axial with re ect to the speedometer magnet shaft, omitting the odometer dials but showin a portion of the odometer gear.

Figure 4 is an elevation of the frame strucf ture looking in a direction at right angles to the speedometer magnet shaft.

Figure 5 is an elevation of the frame structure as seen from the lower forward side, looking in the direction of the magnet shaft axis, being in the direction of the arrow, 5, on Figure 4.

Figure 6 is a section at the line, 66, on Figures 4 and 5.

The structure shown in the drawin comprises a unitary or integral,-prefera 1y diecast,-frame structure, A. This frame oomprises a main web, a, L-shaped in section axial with respect to the speedometer magnet shaft as seen in Figure 2, comprising horizontal web ortions, a1, and vertical web portions, a'. pon the horizontal web, al, there is formed a speedometer magnet shaft journal bearing, A1. Projecting forwardly from the vertlcal web, a, are brackets or standards, a, a', which afford journal bearings for the odometer main shaft, D. Extending obliquely with res ct to both webs, a1 and a', across the rig t angle between said webs, there is formed the bearing, A',

for the in-leading power shaft B. a4, a, are bracket arms for carrying the carrying pinion counter shaft of the odometer train. a5, a are posts for mounting certain parts of the speedometer mechanism not specifically concerned in the subject matter of this application. It will be observed that the in-leadino power shaft, B, journaled in the bearing, A2, has its axis directly transverse,- that is, in a plane at right angles to the axis of the odometer shaft, D, and that the axis of the speedometer magnet shaft, C, is also ina plane at right angles to said odometer shaft, D; and that the vertical plane of'thein-leading shaft, B, is offset laterally from the vertical plane (directly transverse to the axis of the shaft, D), of the speedometer magnet shaft, C; and that said shaft, B is offset laterally above the odometer shaft, D, so that it extends in the angle between the horizontal plane of the shaft, D, and the vertical plane of the shaft, C. The offset distances of the shaft, B, from the axes of the shafts, C and D, respectively, and the distance between the axes of said two shafts, C and D, are such that two gears, E and F, on said in-leading shaft.l B, mesh respectivel with gears, G and H, on the odometer s aft, D, and the speedometer ma net shaft, C, respectively, as may be clear y understood from Figures l, 2 and 3. The gear, H, is a worm or spiral gear, the gear, Gr, being a suitably oblique toothed spur gear for co-operating with said worm gear, and the gears, F and H, are co-operatively formed spiral gears,

The journal bearing member, A2, for the in-leading shaft, B, 1s large relatively to the diameter of said shaft, and is provided with a bushing, A, which constitutes the immediate journal bearing of said in-leading shaft, B, as clearly seen in Figure 2. The excess diameter of this bushing and of the bearing member A, for accommodating it, provides a grease chamber, a2", in said journal bearing member, A2, in which it is contemplated that the grease will accumulate as indicated at w. The speedometer magnet shaft, journaled in the bearing, A1, has the magnet mount, E1, which is secured to its uper end as seen at c, formed with an oil chamer, c1, having oil Orts, 01, at the inner circumference of its ottom and the upper end ortion of the bearing of the magnet shaft, Upon considering this structure as seen termeshing of said gear with the gear,-F,-on`

the in-leading shaft, B, and will flow thence into the lower part of the cavity provided into the journal bearing member, A2, as above described, accumulated at as shown at Figure 2.

It will be seen that the construction described reduces to a minimum the number of shafts and gears necessary for driving a speedometer and odometer in one caslng from one and the same in-leading power shaft; and that at the same time there is provided means for lubricating all said shaftsfrom a stored quantity of lubricant, without liability of the lubricant to escape where it may soil any of the parts.

I claim In a combined instrument comprising for deriving movement from the same driving shaft two independetly operating mechanisms, in combination, main shafts of the two mechanisms respectively positioned in planes at right angles to each other, the plane of the first mechanism main shaft being offset laterally from the other mechanism main shaft; a driving shaft in common for the two mechanisms positioned crossing both said shafts, a frame having the journal bearings for the three shafts; intermeshing gea-rs on the driving shaft in common an ,the two main shafts respectively,.the journal bearing of said shaft-in-common communicating with the journal bearing of the main shaft of the first mechanism, said main shaft having mounted upon it at its upper end a lubricant container, the journal bearing of the driving shaft-in-common having a lubricant receptacle, said container having flow apertures leading to the journal bearing of the last mentioned main shaft; whereby lubricant may flow from said container to said main shaft bearing and thence to the two intermeshing gears on said main shaft and driving shaft-in-common, respectively, and from the latter of said gears to the journal bearing of said driving shaft-in-common and the receptacle therein.

In testimony whereof, I have hereunto set my hand at Chicago, Illinois, this 5th day of July, 1920.

JOHN K. OLsEN. 

